Spinning piston engines and system and process of operation

ABSTRACT

The piston shaft of an internal combustion engine, which shaft moves in a straight line path powered by combustion gasses within a cylinder, connects to a gear train assembly rotatably attached to the cylinder and continuously rotates the piston about its straight line path during its motion in such path and provides for reversible direction and variable speed of the engine output shaft.

iiited States Patent Weinheimer [54] SPINNING PISTON ENGINES AND SYSTEM AND PROCESS OF OPERATION [72] Inventor: James A. Weinheimer, PO. Box 1365,

Panhandle, Tex. 79068 [22] Filed: Mar. 23, 1970 [21] Appl. No.: 21,665

[52] US. Cl ..123/45, 74/799, 417/364 [51] .FOZb 53/00, Fl6h 1/30, F04b 17/00 [58] Field of Search ..l23/45,45 A

[56] References Cited UNITED STATES PATENTS 3,319,615 5/1967 Girerd ..l23/45 X Feb. 1, 1972 FOREIGN PATENTS OR APPLICATIONS 316,923 12/1919 Germany ..123/45 A Primary ExaminerRobert M. Walker AttorneyEly Silverman [5 7] ABSTRACT The piston shaft of an internal combustion engine, which shaft moves in a straight line path powered by combustion gasses within a cylinder, connects to a gear train assembly rotatably attached to the cylinder and continuously rotates the piston about its straight line path during its motion in such path and provides for reversible direction and variable speed of the engine output shaft.

10 Claims, 14 Drawing Figures memanrm H972 3.633.623

SHEET 2 OF 4 JAMES A. WE/NHE/MER INVENTOR.

ATTORNEY PATENTED F8 I 8R SHET 3 OF 4 JA MES A. WE/NHE/MER INVENTOR.

ATTORNEY SPINNING PISTON ENGINES AND SYSTEM AND PROCESS OF OPERATION BACKGROUND OF THE INVENTION l. Field of the Invention The field of art to which this invention pertains are internal combustion engine mechanisms intermediate the working piston and the main driving shaft of the engine.

2. Description of the Prior Art In the prior art, reciprocating piston internal combustion engine pistons do not align or true" themselves, the temperature in the combustion zone is not equalized, mixture of the combustible gas-air-feed is relatively impositive, and piston travels are usually long relative to piston thickness with concomitant lubricant consumption sealing difficulty and thermal inefficiency. Additional transmission mechanisms are required for variation of speed and direction of applied force of the main driving shaft of the engine.

SUMMARY A train comprising a plurality of like peripheral pinion gears each eccentrically rotatably mounted in like manner in a spider fixed to a shaft attached to a cylindrical working piston and meshing with ring gears rotatably mounted in a shell fixedly attached to the cylinder of the working piston serves to rotate or spin cylindrical piston about its center while the piston moves along a direction perpendicular to the piston facing, thereby the pistons and sealing rings thereon true or align themselves during operation of the engine, and the rotating or spinning piston equalizes the temperature in the combustion engine as well as improves the mixing of the combustible gasair-feed to the cylinder. The piston moves only a short distance, the thickness of the piston in the embodiments herein shown and described, and thereby improves the lubrication characteristics of the engine and thermal efficiency thereof. A thermally efficient engine and reversible and variable speed powerplant which also provides improved combustion efficiency and, thereby, reduced amount of undesirable exhaust components is provided.

Selective locking of the gear rings and support for the pinions provides for reversal and variable speed of the output shaft without additional transmission mechanism.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a longitudinal horizontal transverse sectional view taken in part along horizontal diametral plane positioned as shown at 1A-1D of FIG. 2, and in part along the surface 1A-1B-1C1D wherein the portion above plane lA-lD is a semicircular surface concentric with the outer surface of the halo ring 61 of engine embodiment 19.

FIG. 2 is a vertical sectional view taken along the vertical plane 2A2A of FIG. 1, looking to the right.

FIG. 3 is a diagrammatic broken-away perspective view of the zone shown as 3A3B-3C-3D in FIG. 2 and as seen along direction of arrow 315 in FIG. 1.

FIGS. 4, 5, 6 and 7 are diagrammatic perspective views of the pinions 62-65 and the spider arms 52, 53, 54 and 55 and the gear rings 67 and 68 during longitudinal oscillatory operative movement of the piston shaft 30 attached thereto during a sequence of operating positions of the apparatus shown in FIGS. 1, 2 and 3. For clarity of representation the spider arms are shown exaggerated in size relative to the miniaturized representation of the spider body in FIGS. 4 and 5; the spider body is also shown in FIGS. 6 and 7 diagrammatically to a scale smaller than shown in FIGS. 1 and 2 yet to a larger scale than in FIGS. 4 and 5.

FIG. is a longitudinal vertical diagrammatic view of an embodiment of apparatus 119 according to this invention partly in vertical section along plane 8A8A ofFIG. 12.

FIGS. 8, 9, 10 and 11 show relations of components of embodiment 119 in zone 8C of FIG. 10 for the different speeds and directions of operation of output shaft 215 of apparatus 119.

FIG. 8 is a diagrammatic longitudinal view of embodiment 119 with the portion of the cylindrical shell wall 203 and the left vertical wall 201 and right vertical wall 202 which are located to the left of the plane shown as 8--8A in FIG. 12 removed to shown the component parts of embodiment of apparatus 119 when arranged for counterclockwise rotation of the speed output shaft 215 thereof and for the shafl 215 to operate at full speed. Unit 250 is similarly shown.

FIG. 9 is a diagrammatic longitudinal view of assembly 150 with the portion of the cylindrical shell wall 203 and the left vertical wall 201 and right vertical wall 202 which are located to the left of the plane shown as 8A-8A of FIG. 12 removed to show the component parts of embodiment of apparatus 119 when arranged for counterclockwise rotation of the output or drive shaft 215 thereof and the shaft 215 to operate at half speed. This figure also shows a vertical longitudinal diametral section along plane 8A-8A of FIG. 12 in zone 98 of FIG. 11 and parts attached to sleeve 252 are shown.

FIG. 10 is a diagrammatic longitudinal view of assembly 150 with the portion of the cylindrical shell wall 203 and the left vertical wall 201 and right vertical wall 202 which are located to the left of the plane shown as 8A-8A of FIG. 13 removed to show the component parts of embodiment of apparatus 119 when that apparatus 119 is arranged for clockwise rotation of the drive shaft 215 thereof and the shaft 215 to operate at oneshaft corresponding to the position of shaft 30 shown in FIG. 5 while FIGS. 9 and 11 show the shaft 30 in the position corresponding to that shown for FIGS. 1,3 and 4.

FIG. 11 is a diagrammatic longitudinal view of assembly 150 with the portion of the cylindrical shell wall 203 and the left vertical wall 201 and right vertical wall 202 which are located to the left of the plane shown as 8A8A of FIG. 12 removed to show the parts in zone 8C of FIG. 10 of apparatus 119 when that apparatus 119 is arranged for clockwise rotation of the drive shaft 215 thereof and the shaft 215 to operate at full speed.

Parts of the gear train of unit 250 actuated by gear 269 and located on the left side (indicated as 11A in FIG. 12) of gear wheel 269 are shown herein.

FIG. 12 is an end view of the apparatus 119 as seen along the direction of the arrow 12B of FIG. 8.

FIG. 13 is a transverse vertical sectional view along the vertical plane 13A13A of FIG. 9 as seen in the direction shown by the arrows adjacent to the referent numerals 13A 13A.

FIG. 14 is a diagrammatic representation of a water well and pumping system 240 comprising a water well 220 and the engine embodiment 119.

DESCRIPTION OF THE PREFERRED EMBODIMENT The apparatus 19 of this invention comprises a piston cylinder assembly 20 and a gear assembly 50 in operative combination and firmly attached together.

The piston cylinder assembly 20 comprises, in operative combination, a vertical left wall 21, a vertical center wall 22, a vertical right wall 23, a left cylindrical wall 26 and a right cylindrical wall 27. The walls 21-27 form a left cylindrical chamber 28 and a right cylindrical chamber 29 arranged in tandem. A straight rigid sturdy horizontal cylindrical piston shaft 30 is slidably and rotatably located in the walls 21, 22 and 23 and is coaxial with the walls 26 and 27 and is firmly attached to and coaxial with vertically extending circular pistons 24 and 25. The pistons 24 and 25 are provided with sets of seals 144 and respectively and are located in the chambers 28 and 29 respectively with a slidable yet gastight fit with walls 26 and 27 respectively. An inlet manifold 31 and an exhaust mainfold 32 are operatively connected to chambers 28 and 29 through valve openings for the valves 41-48. The thickness of each of piston walls 24 and 25, as measured in the direction parallel to axis of shaft 30, is one-third of distance of travel of that piston wall across the length of the chambers, as

27 and 28 respectively, in which that piston wall is located. The radius of each of the chambers 28 and 29 is the same as its length, which length is measured parallel to the axis of shaft 30. Pistons 24 and 25 and shaft 30 and walls 26 and 27 are coaxial.

A left lateral inlet valve 41 is located in an opening therefor 41' and operatively connects, or serves to block off, the left inlet manifold 31 to the left portion of the chamber 28, in conventional manner for a four-cycle engine. A left central inlet valve 42 is similarly located in an opening therefor in the wall between the inlet manifold 31 and the right-hand portion of left chamber 28; a right central inlet valve 43 is similarly operatively and movably located in the wall between the inlet manifold 31 and the left-hand portion of right cylindrical chamber 29. A right lateral inlet valve 44 is located between the inlet manifold 31 and the right hand portion of chamber 29.

A left lateral exhaust valve 45 is located in an opening therefor 45' and operatively connects or serves to block off the exhaust manifold 32 to the left portion of chamber 28 in conventional manner for a four-cycle engine. A left central exhaust valve 46 is similarly located in an opening therefor 46' in the wall between the exhaust manifold 32 and the left chamber 28; a right central exhaust valve 47 is operatively and movably located in the wall between the exhaust manifold 32 and the right central portion of cylindrical chamber 29. A lateral right exhaust valve 48 is located between the exhaust manifold 32 and the right-hand portion of chamber 29.

The ignition assembly 37 comprises, in operative combination, spark plugs 38 and 38 in chamber 28 and spark plugs 38" and 38" in chamber 29, and a voltage source, battery 39, in conventional manner to provide for ignition of the combustible gas mixture provided in the chambers 28 and 29 and a coil and timer distribution unit 40.

The timer distribution unit 40 is operatively connected and actuated by the valve timing shaft 81 of the piston cylinder assembly 20 in the conventional manner for four-cycle gasoline engines (as in Chapter Xll Battery ignition of The Gasoline Autm0biIeElliott and Consoliver, McGrawJ-lill Book Co., 1939.

A super charger assembly 1 comprises, in operative combination, a cylindrical chamber 111 with a circular piston 112 and chambers 113 and 114 and one-way check valves as 115, 115, 115", and 115", a pressure tank 116 and pressure relief valve 116' as shown in FIG. 1. An inlet opening 117 provides for passage of combustible gaseous mixture therethrough to the one-way valves 115 and 115 into the chambers 113 and 114 for compression by the piston 112 on shaft 30 and discharge from the chambers 113 and 114 through the valves 115" and 115" into the chamber 116 and through the pressure relief valve 116 to the inlet 35 ofthe inlet manifold 31.

The gear assembly 50 comprises, in general, a gear assembly frame 100, a rigid spider unit 51, a halo ring 61, a rear gear ring 67, a front gear ring 68, a front gear ring plate 69 and a drive shaft 70 and a plurality of pinion gears 62, 63, 64 and 65 all in operative combination. Rings 61, 67, 68 and shaft 70 are coaxial. Frame 100 is firmly attached to assembly walls.

The gear assembly frame 100 comprises a left vertical wall 101, a right vertical wall 102 parallel thereto and a longitudinally extending cylindrical wall 103 operatively connecting walls 101 and 102 and outlining a generally cylindrical chamber 104 therein. A bearing 105 is provided between the cylindrical wall 103 and the halo ring 61 to provide rotatable support for the ring 61 about the horizontal axis of ring 61, which axis is coaxial with the shaft 30; the wall 103 is coaxial also with the shaft 30. Wall 101 is fixedly attached to wall 23 of assembly 20.

The spider unit 51 comprises a rigid flat body, 56, of circular outline coaxial with shaft 30 and to which are firmly attached a plurality of like spider arms 52, 53, 54 and 55, each of which spider arm extends radially of the body 56; these adjacent like spider arms are equispaced, at 90, in this particular embodiment, from each other. The front end of shaft 30 is firmly and fixedly attached to the center of the spider body 56. The arms 52, 53, 54 and 55 are each perpendicular to the central longitudinal axis of shaft 30. The radial end of each of the spider arms, as 52, is provided with a spherical bearing end, as 5 7, which rotatably and slidably fits into an eccentrically located journal therefor, as 58, in the pinion therefor, as in pinion 62 for the spider arm 52. The spider arms 5255 are rigid sturdy members, and, with the body 56, form a rigid spider unit 51 firmly joined to the forward end of shaft 30. Each of the arms 53 and 54 and 55 has a bearing end similar to that (57) shown for the arm 52. As the arms 52-55 are alike the description of arm 52 and the connections thereof apply to all the others, although the herebelow description is explicitly applied only to the arm 52 and the gear 62 it will be understood that the connections of the arms 53, 54 and 55 to the pinion gears 63, 64 and 65 respectively, are the same as herein explicitly described for connection and relation for the arm 52 and its gear 62. Journal 58 interior is cylindrical; end 57 smoothly fits therein. The halo ring 61 is a rigid sturdy cylindrical annular steel ring coaxial with shaft 30. It is provided with a plurality of radially symmetrically located radially equispaced stud shaft assemblies 72, 73, 74 and 75, one for each of the pinion gears 62, 63, 64 and 65 respectively. Each assembly as 72 comprises a sturdy heavy cylindrical radially located body or seat 76 on which is a central shoulder from which the cylindrical stud shaft 71 projects centrally. The center of stud shaft 71 and its seat 76 are coaxial. The centerline of each stud shaft as 71 is radial to the axis of the piston shaft 30 and in a plane perpendicular to that axis of shaft 30. Each of the stud shaft seats as 76 is rotatably seated in a stud shaft journal 78 therefor. The cylindrical shaft seat 76 rotates in the journal 78. A bolt 79 is firmly attached to the seat 76 and locates the seat within the journal, especially in cooperation with the corresponding bolt as 79 provided for the stud shaft assembly 74, for the pinion gear 64 diametrically opposite to that particular pinion gear 62. Similarly the stud shafts 73 and 75, which are also diametrically opposed to each other serve to maintain each other in position; the stud shafts 73 and 75 are provided, respectively, with seats, journals and bolts as hereinabove described for the stud shaft assembly 72 and such diametrically opposite bolts as 79" and 79' provided for the stud shaft assemblies 73 and 75 serve to hold the pinion gears 63 and 65, respectively, in stable and fixed relationship to each other, as above described for stud shafts 72 and 74 and pinions 62 and 64.

Each of the pinion gears as 62, has an exterior conical geartoothed surface 122, a concave central face 123, and a convex radial surface 124. Measured in plane transverse to axis of shaft 30 (as in H0. 2) the radius of curvature of face 124 is the same as the exterior radius of curvature of the gear rings 68 and 67. In shape and size and components thereof, all the pinion gears as 62, 63, 64 and 65 are identical. Each of the pinions, as 62, has a journal as 66 at its center, in which journal the central portion 71, of a stud shaft assembly, as 72, therefor is located and each pinion gear, as 62, of assembly 50 is rotatably supported on such centrally located stud shaft assembly therefor, as 72.

Each of the pinions as 62, 63, 64 and 65 is held on ring 61 for rotative motion about its stud shaft assembly 72, 73, 74 and 75 respectively. The longitudinal axis of each stud shaft, as 71, of each assembly as 72-75, is firmly located in halo ring 61 in the same fiat plane perpendicular to the shaft 30 axis.

Gear ring 67 comprises a steel circular annular gear ring 126 and a rigid circular gear ring plate 127 integral therewith and firmly attached thereto and a circular series of gear teeth 129. The gear ring plate 127 is firmly attached to the gear assembly shell wall 101 by bolts as 128 and 128 and has a centrally located hole for passage of shaft 30 therethrough.

Gear ring 68 comprises an annular circular gear ring 131 and a rigid circular gear ring plate 132 integral therewith and firmly attached thereto and a circular series of gear teeth 134. Plate 132 is firmly attached to connector plate 69; plate 69 is integral with and firmly attached to and coaxial with a rigid cylindrical steel shaft, 70; plate 69 is firmly attached to plate 69 by bolts as 133 and 133. Shafts 30 and 70 are coaxial and firmly yet rotatably located in frame 100 by coaxial journals 135 and 136 respectively. The circular series of gear teeth 134 and the gear toothed (as at surface 122) of each of pinion gears 62, 63, 64 and 65 mesh smoothly; the circular series of gear teeth 129 and the gear toothed surface of each of the pinion gears 62, 63, 64 and 65 mesh smoothly also.

On movement of the pistons as 24 and 25 from left to right, as shown by arrow 4A in FIG. 1 the spider arms 52-55, shown in FIGS. 2-7, move, for reasons below described in detail, in clockwise, (as shown in FIGS. 3-7) direction 99 and the teeth on surface 122 of the gear 62 engage the adjacent portion of series of gear teeth 129 and 134 on the gears 67 and 68 and move the movable gear ring 68 in a clockwise (as shown in FIGS. 3-7) direction 108; after further and completed movement of the drive shaft 30 to the most advanced (the furthest to the right) position as shown in FIG. 5, combustion and expansion of the gas fed by the normal four-cycle operation of the tandem piston assembly drives the shaft 30 and the spider 51 from its most rightward position, shown in FIG. 5, towards the left to the rear position of shaft 30 shown in FIG. 7. As the shaft 30 is moved by the force of expanding combustion gas in the chambers 28 and 29 on the right-hand side of the pistons 24 and 25, the spider arms 52-55 rotate further in the direction 109 which direction is counterclockwise as shown in FIG. 2 and clockwise as shown in FIGS. 3-7.

In the position of spider unit 51 shown in FIGS. 2, 3 and 4 the lateral end of spider arm 52 is rotatably attached to the pinion gear 62 by its journal 58 which is then located with its center axis at a point vertically above the longitudinal axis of stud shaft assembly 72 supporting that pinion while the lateral end of the spider arm 54 is rotatably and slidably attached to the pinion gear 64 at a point vertically below the stud shaft assembly 74 supporting that pinion, and while the lateral end of spider arm 53 is rotatably attached to the pinion gear 63 with the centerline of that arm in the same vertical plane transverse to axis of the shaft 30 as the centerline of stud shaft 73 and to the right thereof as shown in FIGS. 3 and 4 and the lateral end of spider arm 55 is similarly rotatably attached to its pinion gear 65 with the centerline of arm 55 in the same vertical transverse plane as the centerline of stud shaft assembly 75 and to the left thereof as shown in FIG. 4.

The spider body 56, is, at the position shown in FIGS. 1, 3, 4 and 6 onehalf way between its rearmost position, shown in FIG. 7, and its most advanced position, shown in FIG. 5, during its reciprocatory motion along the direction of the length ofthe shaft 30.

On motion of the pistons 24 and and shaft forward (from left to right as shown by arrow 4A in FIG. 1 and downward and to the right as shown by arrow 4A shown in FIGS. 3 and 4) from the position of FIGS. 1, 2, 3 and 4, the attachment of each spider arm as 52, 53, 54 and 55 to its pinion gear as 62, 63, 64 and 65 respectively, moves in a clockwise direction, as 60, for pinion gear 62 and 60 for gear 63 as seen in a radial direction from the longitudinal central axis of the shaft 30 at its junction with the spider body 56 towards the halo ring 61 along the length of each spider arm, while the spider unit 51 and the halo ring 61 rotate, because of the engagement of toothed surface 122 with series of gear teeth 129 of fixed gear ring 67, in a direction 109, which is, as seen along direction of arrow 6A of FIGS. 1, 4 and 6, clockwise, (as is 108).

Such forward motion of shaft 30 and rotation of the pinions 62, 63, 64 and 65 from the position of FIGS. 1-4 places the junction of the center of longitudinal axis of the radial end of each of the pinion arms as 52, 53, 54 and 55 with its pinion gear as 62, 63, 64 and 65 respectively, in advance of central axis of the stud shaft assemblies 72, 73, 74 and 75, respectively, of each such pinion gear, as is diagrammatically shown in FIG. 5. On such motion of shaft 30 and concomitant rotation of the pinions, because of the engagement of the teeth of the pinions with the teeth of the fixed gear ring 67 and rotatability of ring 61 about the axis of shaft 30, the gear ring 68 is driven by the pinions 62-65 and moves, as seen along direction of arrow 6A of FIGS. 3 and 6, in a clockwise direction, 108.

On continuation of the longitudinal reciprocatory movement of shaft 30, with shaft 30 moving rearward, (right to left as shown by arrow 6A in FIG. 1 and upward and to the left in direction of arrow 6A as shown in FIG. 4 and 6) each of the pinion gears 62, 63, 64 and 65 (as seen in radial direction from the longitudinal axis of shaft 30 at its intersection with spider body 56 towards halo ring 61) continues to move in a clockwise direction as 60 and 60 and the gear ring 68, as seen along direction of arrow 6A, continues to rotate in a clockwise direction 108 while the halo ring 61 continues to rotate in the clockwise direction 109. The angular speed of rotation of the ring 68 is twice the angular speed of rotation of the unit 51 while the spider unit and the halo ring make the same number of revolutions per minute as each other in embodiment 19.

Repeated reciprocatory motion of the pistons 24 and 25 by force of the combustion in the chambers adjacent thereto causes continuance of the longitudinal oscillation of the shaft 30 from its leftmost position to its rightmost position; as the spider 51 moves with the shaft 30 from its leftmost to its rightmost position during such longitudinal oscillation it is also rotated in direction 109 by the movement of the pinion gears 62, 63, 64 and 65 as shown in FIGS. 3-7. This rotation of the shaft 30 provides that the pistons 24 and 25, which are firmly joined to the shaft 30, are also rotated. This rotation of the piston provides the name of this particular invention Spinning Piston as each piston as 24 not only oscillates longitudinally along the direction of the length of shaft 30 but also rotates about the axis of the support shaft 30 during the operation of embodiments l9 (and 119). This process of operation mixes the gas-air mixture in cylinders and equalizes the gas flame temperature in the combustion; this improves the efficiency of combustion and decreases the amount of incomplete combustion products produced relative to the usual reciprocatory piston internal combustion engine.

In embodiment 19, the diameter of each of the pinion gears 62, 63, 64 and 65 is one-half of the diameter of the ring gear 67 and 68. Hence each of the pinions 62, 63, 64 and 65 make one full 360 revolution about its shaft 52, 53, 54 and 55 respectively, each full cycle of shaft 30 reciprocation where a full cycle of shaft 30 reciprocation or a full stroke cycle thereof consists of a full forward stroke and a rearward stroke of shaft 30. The spider unit 51 makes one 360 revolution with each full stroke cycle of shaft 30 and the gear ring 68 makes two full or 360 revolutions on each two full stroke cycles of shaft 30. The number of teeth on gear wheel 69 is twice the number of teeth on gear 83; hence gears 83 and 84 make one 360 revolution with each two full or 360 revolutions of gear wheel 69. Gear wheel 69 has one-half the diameter of plate 68 so the peripheral speed of plate 69 is one-half that of ring gear 68, hence plate 83 and 84 and cam shafts 81 and 82 attached thereto make one revolution each one full revolution of plate 68, or one revolution each full stroke cycle of shaft 30 and each of the cam shafts 81 and 82 is arranged for such usual four-cycle internal combustion engine timing.

The valve timing unit 250 may be used on embodiment 19 in lieu of the gears 69, 83, 84, 85 and 86 and so permit a variation of the number of revolutions of the shaft 30 with respect to each of the revolutions of the driven gear 68 without interfering with the timing of the movement of the valves as 41-48 of assembly 20 with respect to the lengthwise movement of the shaft 30, i.e., with unit 250 (below described in relation to embodiment 119) the ratio of diameters of pinions as 62-65 to the diameter of gears 67 and 68 may be varied rather than using the particular gear ratios of embodiment 19 hereinabove described.

The exhaust cam shaft 81 is provided with timing cams 95, 96, 97 and 98 positioned to actuate the exhaust valves 45, 46, 47 and 48 respectively. The inlet timing gear 82 is provided with left lateral timing cam 91, left central timing cam 92 and right central timing cam 93 and right lateral timing cam 94 positioned to actuate inlet valves 41, 42, 43 and 44 respectively. Exhaust cam shaft 81 and inlet cam shaft 82 are rotatably supported at diametrically opposite positions in the vertical walls 21, 22, 23 and 101 and 103 of assemblies 20 and 50 respectively. Cam shafts 81 and 82 are firmly joined, at their front ends, to cam shaft control gears 83 and 84 respectively and are actuated by the auxiliary timing gear 85 and the inlet timing gear 86; auxiliary timing gears 85 and auxiliary bottom gear 86 mesh with and drive gears 83 and 84 respectively. The gears 85 and 86 engage gearwheel 69 and are, respectively, rotatably supported on the auxiliary gear stud shafts 87 and 88 respectively on wall 102 of gear assembly 100.

The turning of the gear ring 68, which is attached to the gear plate 69, which (69) is in turn firmly attached to the output drive shaft 70, thus drives shafts 81 and 82 in synchronism with the position of shaft 30.

The gear assembly 50 thus cooperates with the piston cylinder assembly 20 to coordinate the ignition, inlet and exhaust steps of assembly 20. The distance from center of journal 58 to the center ofjoumal 78 measured parallel to length of shaft 30 in position of parts shown in FIG. is one-half the maximum length of movement of shaft 30 along its length during a full cycle of operation of the piston assembly 20.

The distances between rings as 144 and 144' in piston 24 (and likewise as piston 25) is the same as the distance of movement of shaft 30 measured in direction of length of that shaft, thus lubricant is particularly economized. Lubricant is injected along a central axial passage 195 in shaft 30 and along a plurality of like radial paths, as 194 and 195 in each of pistons 24 and 25, to the radial periphery ofeach such piston.

The shafts 81 and 82 may be driven by gears (as 283-288 of timing unit 250) driven from shaft 30 and which gears are located to the left of gear assembly 50 rather than by the gears 83-88 as hereinabove described. As shown for shaft 179 in zone 1C of FIG. drive shaft 70 may be yieldably connected to a coaxial output shaft 140 and flywheel 139 thereon by a sturdy helical spring 141, also coaxial therewith, to dampen any undesired variations in the torque produced by shaft 70 and the portion of the shell 176 to the right of saddle 177 in zone 1C of FIG. 10 is firmly attached to wall 102 of assembly 20.

The embodiment 119 of this invention comprises a piston assembly 20 and a gear assembly 150 in operative combination to provide a readily reversible direction of drive or output shaft and low and high speed in each direction.

The gear assembly 150 comprises, in general, a gear assembly frame 200, rigid spider unit 151, halo ring 161, rear gear ring 167, front gear ring 168, direction control shaft 180, speed control shaft 179 an output shaft 215 and a plurality of pinion gears and housings therefor and valve timing unit 250 all in operative combination. Rings 161, 167, 168 and shaft 30 are coaxial. Assemblies 20 and 150 are firmly joined by rigid braces as 121, 121', 121", firmly attached to frame 200 and wall 203.

The gear assembly frame 200 comprises a left vertical wall 201, a right vertical wall 202 parallel thereto and a longitudinally extending cylindrical wall 203 operatively connecting walls 201 and 202 and outlining a generally cylindrical chamber 204 therein. Bearing rollers 205, 205', 205", 205", 1205, 1205, 1205"and 1205" are provided between the cylindrical wall 203 and the halo ring 161 to provide rotatable support for the ring 161 about the central axis of ring 161, which axis is coaxial with the shaft 30; wall 203 is coaxial also with the shaft 30.

A direction control shaft housing shell 186 is firmly fixed to and extends forward from the upper portion of wall 202. Housing shell 186 is a rigid steel hollow cylindrical shell.

A speed control shaft housing shell 176 is firmly fixed to and extends forward from the lower portion of wall 202. Housing shell 176 is a rigid steel hollow cylindrical shell.

The spider unit 151 is identical with unit 51 and comprises a rigid flat body as 56 of circular outline coaxial with shaft 30 and to which are firmly attached a plurality of like spider arms as 52, 53, 54 and 55 each of which spider arm extends radially of the body 56; adjacent pairs of such arms are equispaced, at from each other. The front end of shaft 30 is finnly and fixedly attached to the center of the spider body of unit 151.

The halo ring 161 is a rigid sturdy cylindrical annular steel ring coaxial with shaft 30, generally similar to ring 61, and is provided with a plurality of radially symmetrically located radially equispaced stud shaft assemblies 72-75, and also, an external circular circumferential gear toothed surface at its radial periphery. The pinion gears 162-165 are identical to pinion gears 62-65 of gear assembly 50.

Each of the pinions as 162, 163, 164 and 165 is held on ring 161 for rotative motion about its stud shaft assembly identical to 72, 73, 74 and 75 respectively. The longitudinal axis of each stud shaft as 70 of each such stud shaft assembly is firmly located in the halo ring, 161, in the same flat plane, perpendicular to the axis of shaft 30.

Gear ring 167, like ring 67, comprises a steel circular annular gear ring, as 126 and a rigid circular gear ring plate as 127 integral therewith and firmly attached thereto with a circular series of gear teeth as 129. The gear ring plate 127 is rotatably attached to and supported on shaft 30 and gear ring 167 also has an external circular circumferential gear tooth surface 166 at its radial periphery and firmly affixed theretov Plate 127 is firmly attached to axle sleeve 164, sleeve 164 is rotatably yet firmly supported on the journal 163 on plate 201 and is coaxial with shaft 30. Plate 201, like plate 101, has a central hole therethrough for rotatable and slidable support of shaft 30. Journal 163 is fixedly supported in plate 201.

Gear ring 168 is like gear ring 68: it comprises an annular circular gear ring as 131 and a rigid circular gear ring plate as 132 integral therewith and firmly attached thereto and a circular series of gear teeth as 134. Gear ring 168 also has an external circular circumferential gear tooth surface 169.

Plate 132 is firmly attached to axle shaft 199, shaft 199 is rotatably yet firmly attached to plate 202 and coaxial with shaft 30.

A straight rigid control shaft sleeve support 182 and a straight cylindrical rigid control shaft sleeve are keyed together for longitudinally slidable yet rotatable movement with respect to each other: shaft 182 extends from seat 192 in shell 186 to and through and is firmly and fixedly supported in plate 201 at a seat 183 therefor. The right-hand or forward end of the movable sleeve 180) has a longitudinally slidable and rotatable fit in a bearing 184 in wall 202. The sleeve 182 is firmly fixed to and supports rigid locking pinions 181 radial of rings 161, 168 and 167 at a position fixed on sleeve 180 intermediate its ends. The teeth of pinion 181 fit the toothed surfaces 160, 166 and 169 which surfaces have equal outer (or crest) and inner (or root) diameter and thickness and tooth size and shape. The teeth of pinion 181 smoothly and operatively engage with and disengage from any one of the toothed surfaces 160, 166 or 169 and are locatable by lengthwise movement of sleeve 180 in locking yet releasable engagement with any of the toothed surfaces 160, 166 or 169 and when so located (in combination with brakeshoe 189, brakedrum 188 and shell 186) sleeve 180 prevents such toothed surface from rotation about the axis of shaft 30. Handle 190 of fork 187 is supported in a straight slot in top of housing 186 which slot extends parallel to length of shaft 180. The fork engages a saddle which saddle is firmly fixed to sleeve 180. The fork 187 thereby provides for control of longitudinal movement of the sleeve 180 in the direction of its length (parallel to axis of shaft 30) so as to locate the teeth of pinion 181 in operative engagement with the toothed gear surface of either gear 167 or 168 or ring 161 positioned by bracket 191, a brakedrum 188 is attached slidably yet nonrotatably to the front end of Sleeve 180. A movable spring-loaded brakeshoe 189 is movably attached to housing 186 and arranged to engage drum 188 and hold sleeve 180 from rotating unless released from its engagement with shoe 189. Handle 190 controls shoe 189.

A speed control shaft 179 extends parallel to length of shaft 30 laterally of rings 161, 166 and 167 from a longitudinally slidable and rotatable fit in a bearing 173 in rear wall 201 to a like fit in bearing 174 in front wall 202. Speed control shaft 179 is a rigid straight solid cylindrical steel shaft located radial of rings 166 and 167 and it supports thereon a front drive pinion 172 and a rear drive pinion 171. Pinions 171 and 172 are each firmly fixed to shaft 179 at a distance from front of pinion 171 to rear of pinion 172 slightly greater than the distance from rear of ring 167 to rear of ring 168. The pinions 171 and 172 are of equal size and shape and length. The teeth of pinion 171 smoothly and operatively engage with and disengage from the teeth of toothed surface 166. The teeth of pinion 172 smoothly and operatively engage with and disengage from the teeth of toothed surface 169. The pinions 171 and 172 172 are located for smooth and operative engagement with and disengagement from such toothed surfaces 166 and 169 of rings 167 and 168 respectively by lengthwise movement of shaft 179. Arm 170 of speed control fork 177 is supported in a straight slot in top of housing 176, which slot extends parallel to length of shaft 179. The fork engages a saddle 175 which is firmly fixed to the shaft 179. The fork 177 thereby provides for operative control of longitudinal movement of the shaft 179 in the direction of its length (parallel to that of shaft 30) so as to either locate the teeth of pinion 172 in operative engagement with the teeth of surface 169 of ring 168 or the teeth of pinion 171 in operative engagement with the teeth of surface 166 of ring 167.

The shaft 179 is resiliently yet operatively connected to a coaxial output shaft 140 and flywheel 139 thereon by a sturdy helical spring 141 also coaxial therewith to dampen any undesired variations in the torque produced by shaft 179. The shafts 140 and 141 are rotatably supported in coaxial relationship by bearings 143 and 144 firmly located in shell 176 by brackets therefor.

A clutch 210 comprising a driving face 211, driven face 212, bearing 213 and 214, output shaft 215 and control arm 216 is located in and operatively attached to housing 176. A splined saddle 217 joins shaft 140 to clutch driving shaft 218; driving clutch face 211 is operatively connected to shaft 218 and driven clutch face 212 is operatively connected to output shaft 215. Bearings 213 and 214 rotatably support saddle 217 and shaft 218 respectively. Control arm 216 provides for operatively engaging and disengaging faces 211 and 212 of clutch 210.

A spline sleeve 219 is coaxial with both of shafts 218 and 140 and slidably yet nonrotatably engages with both. It is positioned in shell 176 by the bracket for bearing 144 and serves to operatively connect shafts 218 and 140 notwithstanding longitudinal movement of shaft 179 and 140 relative to shell 176.

In the embodiment shown in FIG. 8, the direction control handle 187 is moved to position the gear teeth of the locking pinion 181 to engage with the gear teeth 166 on gear ring 167 and, with sleeve 180, which is slidably yet nonrotatably held by elements 188-191, lock the gear ring 167 against rotation about the axis of shaft 30, while the halo ring 161 and front gear ring 168 are rotatably located for operation as in embodiment 19; the speed control shaft 179 is then operatively moved by fork 177 to connect the teeth of gear 172 and ring 168. Reciprocating motion of the shaft 30 along its longitudinal axis or length caused by timed combustion in the chambers 28 and 29 of assembly causes rotation of each of the pinion gears 162, 163, 164 and 165 about its stud shaft, as above described for embodiment 19, and the engagement of the pinion gears 162165 with teeth 134 of ring 168 drives the gear ring 168 in the clockwise direction 108 [as above defined for 108]. In this position, fork 177 moves the saddle 175 to locate the drive pinion 171 in operative engagement with the gear teeth 169 on ring 168 and the engagement of the teeth 169 of ring 168 and the pinion 172 drives the shaft 179. The clutch 210 connects the speed control shaft 179 and output shaft 215. the shaft 215 rotates at a much higher angular rate of speed than the ring 168. Accordingly the relatively slow rate of reciprocation of shaft 30 and slow speed of the gear teeth of the pinion gears 162-165 on the hypoid gear teeth 134 of ring 168 permits reliable lubrication of such hypoid gears as by a standard EP lubricant while a higher speed between pinion gear 172 and straight circular teeth on gear 168 is permitted (whereat there is no high frictional temperature as exists in the engagement of gear teeth of pinions 162-165 and gear teeth of the rings as 167 and 168).

In the embodiment shown in FIG. 9, the direction control sleeve 180 is moved to position the gear teeth of the locking pinion 181 to engage with the gear teeth 160 on halo ring 161 and, via elements 188-191, lock the halo ring 161 against rotation about the axis of shaft 30 while the rear gear ring 167 and the front gear ring 168 are rotatably located for rotation about the line of axis of shaft 30. The speed control shaft 179 is then operatively moved by fork 177 to operatively connect the teeth of gear 172 to the teeth 169 of gear ring 168. Reciprocating motion of the shaft 30 along its longitudinal axis or length caused by timed combustion in the chambers 28 and 29 of assembly 20 causes rotation of each of the pinion gears 162, 163, 164 and 165 about its stud shaft; the engagement of the hypoid gear teeth of the pinion gears 162-165 with the teeth 134 of ring 168 drives the gear ring 168 in the clockwise direction 108 while the fork 177 holds the saddle 175 to locate the drive pinion 172 in operative engagement with the gear teeth 169 on ring 168 and the engagement of the teeth 169 of ring 168 and the pinion 172 drives the shaft 179. The clutch 210 operatively connects the speed control shaft 179 and the output shaft 215. The shaft 215 moves at a higher rate of angular speed than the ring 168 because the number of teeth on the pinion gear 172 (about 25 in the particular embodiment shown) is far less than the number of teeth (about in the particular embodiment shown) on gear 168. Ac cordingly, the relatively slow rate of reciprocation of shaft 30 and the slow speed of the gear teeth of the pinion gear 162-165 with the hypoid gear teeth 134 of ring 168 permit reliable lubrication of such hypoid gears as by a standard EP lubricant while a higher angular speed between pinion gear 172 and straight circular teeth on gear 168 is permitted as there is no high frictional temperature between gears 172 and 169 as exists in the engagement of gear teeth of pinions 162-165 and hypoid gear teeth of the rings as 167 and 168. In the embodiment shown in FIG. 9 the rate of angular rotation or speed of rotation of shaft 215 is only one-half of the speed of rotation of the shaft 215 is provided in the arrangement of apparatus shown in FIG. 8 at the same number of strokes per minute ofshaft 30.

In the embodiment shown in FIG. 10, the direction control sleeve 180 is moved to position the gear teeth of the locking pinion 181 to engage with the gear teeth on halo ring 161 and via elements 188-191 lock the halo ring 161 against rotation about the axis of shaft 30 while the rear gear ring 167 and the front gear ring 168 are rotatably located for rotation about the line of axis of shaft 30. The speed control shaft 179 is then operatively moved by fork 177 to operatively connect the teeth of gear 171 to the teeth 166 of gear ring 167. Reciprocating motion of the shaft 30 along its longitudinal axis or length, caused by timed combustion in the chambers 28 and 29 of assembly 20, causes rotation of each of the pinion gears 162, 163, 164 and about its stud shaft; the engagement of the hypoid gear teeth of the pinion gears 162-165 with the teeth 129 of ring 167 drives gear ring 167 in a counterclockwise direction 209 while the fork 177 holds the saddle to locate the drive pinion 171 into operative engagement with the gear teeth 166 on ring 167 and the engagement ofthe teeth 166 of ring 167 and the pinion 171 drives the shaft 179. The clutch 210 operatively connects the speed control shaft 179 and the output shaft 215. The shaft 215 moves at a higher rate of angular speed than the ring 168 because the number of teeth on the pinion gear 171 (about 25 in the particular embodiment shown) is far less than the number of teeth (about 150 in the particular embodiment shown) on gear 167. Accordingly, the relatively slow rate of reciprocation of shaft 30 and the slow speed of the gear tooth of the pinion gear 162-165 with the hypoid gear teeth 129 of ring 167 permit reliable lubrication of such hypoid gears as by a standard EP lubricant while a higher angular speed between pinion gear 171 and straight circular teeth on gear 167 is permitted as there is no high frictional temperature between gears 171 and 166 as exists in the engagement of gear teeth of pinions 162-165 and hypoid gear teeth of the rings as 167 and 168. In the embodiment shown in FIG. the rate of angular rotation or speed of rotation of shaft 215 is only one-half of the speed of rotation of the shaft 215 provided in the arrangement of apparatus shown in FIG. 11 at the same number of strokes per minute of shaft 30.

In the embodiment shown in FIG. 11, the direction control handle 187 is moved to position the gear teeth of the locking pinion 181 to engage with the gear teeth 169 on gear ring 168 and, with sleeve 180, which is slidably yet nonrotatably held by elements 188-191, lock the gear ring 168 against rotation about the axis of shaft 30, while the halo ring 161 and rear gear ring 167 are rotatably located in the gear frame assembly 200. The speed control shaft 179 is then operatively moved by fork 177 to connect the teeth of gear 171 and ring 167. Reciprocating motion of the shaft 30 along its longitudinal axis or length by timed combustion in the chambers 28 and 29 of assembly causes rotation of each of the pinion gears 162, 163, 164 and 165 about its stud shaft, as above described for embodiment 19, and the engagement of the pinion gears 162-165 with teeth 129 of ring 167 drives the gear ring 167 in a counterclockwise direction 209 (opposite to 108). In this position fork 177 moves the saddle 175 to locate the drive pinion 171 in operative engagement with the gear teeth 166 on ring 167 and the engagement of the teeth 166 of ring 167 and the pinion 171 drives the shaft 179. The clutch 210 connects the speed control shaft 179 and output shaft 215. The shaft 215 rotates at a much higher angular rate of speed than the ring 167. Accordingly the relatively slow rate of reciprocation of shaft and slow speed of the gear teeth of the pinion gears 162-165 with the spiral bevel teeth 129 of ring 167 permits reliable lubrication of such bevel gears, as by a standard EP lubricant, while a higher speed between pinion gears 171 and straight circular gears on gear 167 is permitted (whereat there is no high frictional temperature as exists in the engagement of gear teeth of pinions 162-165 and gear teeth of the rings as 167 and 168).

At the same number of strokes per minute of shaft 30 the speed of rotation of the shaft 215 is the same in the arrangements of FIGS. 8 and 11 but the direction of rotation of shaft 215 in the arrangement of FIG. 8 is opposite to the direction of of rotation ofshaft 215 in the arrangement of FIG. 11.

At the same number of strokes per minute of shaft 30 in the arrangement shown in FIGS. 9 and 10 the speed of rotation of shaft 215 in each of the arrangements of FIGS. 9 and 10 is the same but the direction of rotation of shaft 215 in the arrangement of FIG. 9 is opposite to the direction of rotation of shaft 215 in arrangement ofFIG. 10.

At the same number of strokes per minute of the shaft 30, the speed of rotation of the shaft 215 in each of the arrangements of FIGS. 8 and 11 is twice the speed of rotation of the shaft 215 in each of the arrangements of FIGS. 9 and 10.

Gear assembly 150 also includes a valve timing unit 250. Unit 150 is located between assembly 20 and gear frame assembly 200 on shaft 30. Unit 250 comprises a sleeve 252, bevel gears 260 and 264 and supports therefor, and gears 269, 283, 284, 285 and 286. Gears 283 and 284 respectively are connected to Camshafts 81 and 82 respectively of assembly 20.

Shaft 30 is provided with a peripheral annular slot 251; a driven pin 254 which is firmly attached to and supported on the interior of sleeve 252 slidably located in that slot. The sleeve 252 has a smooth sliding fit on the shaft 30. A rigid sturdy stabilizer pin 255 projects downwardly from the exterior of the sleeve and is firmly fixed to that sleeve. A stabilizer support ear 257 is a rigid sturdy member that projects forward from the exterior (right-hand as seen in FIGS. 8-11)wall23 of unit 20 and is firmly attached to that wall and extends to wall 201 of assembly 200 and is firmly attached thereto. Ear 257 has at its upper edge, which upper edge is close to but below the sleeve 252, an upwardly open slot 256 which extends parallel to the axis of shaft 30; the pin 255 slidably fits into that slot. Accordingly, the sleeve 252, by the engagement of driven pin 254 in slot 251 moves back and forth (left and right as shown in FIGS. 8-11) with shaft 30 during the operation of the assembly 20 and embodiment 119. The rotation of the shaft 30 about its axis does not affect the motion of the sleeve 252 because of the engagement of the stabilizer pin 255 in the slot 256. The sleeve 262 thus serves to convert the reciprocatory motion components of the shaft 30 to rectilinear motion of the pin 253.

A horizontal conical bevel gear 260 is firmly connected to a vertical sturdy rigid vertical gearshaft 261. The gear shaft 261 is firmly attached to a horizontally extending crank arm 265. A bevel gear support ear 262 is a rigid sturdy member that projects forward from the exterior (right-hand as shown in FIGS. 8-11) wall 23 of unit 20 and is firmly attached to that wall. The right-hand end (as shown in FIGS. 8-11) of the ear provides a journal for left-hand (as shown in FIGS. 8-11) end of shaft 182 and, near to its right-hand end the ear 262 provides a vertical journal for the gear shaft 261 of the horizontal bevel gear 260.

A crank arm 265 is firmly connected to the bottom of shaft 261 and located to rotate in a flat plane in which the pin 253 is located, and that plane is parallel to the longitudinal axis or length of the straight cylindrical shaft 30. A rigid connecting arm 266 is pivotally connected to pin 253 and to bearing 26') at the radial end of crank arm 265. The horizontal bevel gear 260 is thereby driven by and in synchronism with the lengthwise motion of the shaft 30 but is not affected by the rotary motion of the shaft 30 about its longitudinal axis because of the rotary motion applied thereto by the spider unit 151 and gears 162-165 and rings 161, 167 and 168.

A vertical conical bevel gear 264 is rotatably supported on a rearward (left as shown in FIGS. 8-11) extension of the shaft 182; the teeth of this bevel gear operatively contact the teeth of bevel gear 260. A circular gear plate 269 is rotatably supported on shaft 182 and is firmly attached to the vertical bevel gear 264 by a spacer plate 270 to which both the bevel gear 264 and the plate 269 are firmly attached; gear plate 269 and gear 264 are coaxial.

Circular gears 283 and 284, 285 and 286 are rotatably supported near the wall 201 of assembly 20. Gear 283 is rotatably supported on a rightward extension of the camshaft 81 from assembly 20; gear 283 is firmly attached to camshaft 81 and the right end of the camshaft 81 is rotatably supported in a seat therefor in wall 201', gear 284 is rotatably supported on a rightward extension of the camshaft 82 from assembly 20; gear 284 is firmly attached to camshaft 82 and the right end of the camshaft 82 is rotatably supported in a set therefor in wall 201. Gears 286 and 288 are supported rotatably on sturdy stud shafts 287 and 289 respectively. Shafts 287 and 289 are firmly attached to wall 201.

The exhaust camshaft 81 is provided with timing earns 95, 96, 97 and 98 at positions to actuate the exhaust valves 45, 46, 47 and 48 respectively. The inlet timing gear 82 is provided with left lateral timing cam 91, let central timing cam 92 and right central timing cam 93 and right lateral timing cam 94 positioned to actuate inlet valves 41, 42, 43 and 44 respectively. Exhaust camshaft 81 and inlet camshaft 82 are rotatably supported at diametrically opposite positions in the vertical walls 21, 22, 23 of assembly 20 in embodiment 119. Camshafts 81 and 82 are firmly joined, at their front ends, to cam shaft control gears 283 and 284 respectively and are actuated by the auxiliary timing gear 285 and auxiliary timing gear; auxiliary timing gears 285 and 286 mesh with and drive gears 283 and 284 respectively.

FIG. 8 shows the shaft 30 and the spider unit 151 in the rearmost position thereof (as in FIG. 7) crank 265 and sleeve 252 of unit 250 are then in a corresponding rearward position. FIGS. 9 and 11 show shaft 30 and sleeve 252 in an intermediate position (as in FIGS. 2 and 4). FIG. shows shaft 30 and sleeve 252 and crank 265 of unit 250 in their forward or advanced position (as in FIG. 5).

In operation of embodiment 119, the lengthwise reciprocation of the shaft 30, regardless of the speed of rotation of the output shaft 215, causes the sleeve 252 to reciprocate along the shaft 30; the crank arm 265 connection to the connecting rod 266 attached to pin 253 causes the bevel gear 260 to rotate about its gear shaft 261 and drive the vertical bevel gear 264; the bevel gear drives the gear plate 269. The gear plate 269, through gears 285 and 283, drives camshaft 81 and the gear plate, through gears 286 and 284, drives camshaft 82 in a four-cycle mode of internal combustion engine operation exactly as in embodiment 19 for the assembly 21).

As the turning of the shaft 30 with unit 250 drives shafts 81 and 82 in synchronism with the position of shaft 30 in embodiment 119 the ratio of gearing of rings 61, 67, 68 and 161, 167 and 168 and pinion gears therefor may, using the unit 250 described be the same in embodiments l9 and 119 and insure that the shaft 30 makes other than one full revolution about its axis per full stroke cycle of the shaft 30; thereby the areas on the pistons 24 and 25 opposite the points at which combustion is initiated by the ignition system spark (as 38, 38' 38", and 38) change from one stroke of shaft to the next one and thus avoids a continued hot spot and provides a more even and efficient combustion, especially in diesel operation, of the engine assembly 20.

Repeated reciprocatory motion of the pistons 24 and 25 by force of the combustion in the chambers adjacent thereto causes continued forceful longitudinal oscillation of the shaft 30 from its leftmost position to its rightmost position; as the spider 151 moves with the shaft 30 from its leftmost to its rightmost position during such longitudinal oscillation it rotates in the direction 109 due to the movement of the pinion gears 162, 163, 164 and 165 and at speeds dependent on the positioning of handles 187 and 170. Such rotation of the shaft 30 provides that the pistons 24 and 25, which are firmly joined to the shaft 30, are also rotated. Such rotation of the piston provides the name of this particular invention Spinning Piston" as each piston as 24 not only oscillates longitudinally along the direction of the length of shaft 30 but also rotates about the axis of the support shaft 30 during the operation of embodiment 119. This process of operation places each portion of the piston for an equal period of time adjacent its exhaust ports and adjacent its inlet ports and thus provides for equalization ofthe temperature throughout the surface area of the annular zone of the piston directly exposed to the initial combustion and, with radial symmetry, over the piston throughout the zone exposed to the total combustion in the cylinders as well as making turbulent and equalizing the gas flame temperature in the combustion; this avoids the imcomplete combustion and avoids developing any hot spots that might lead to precombustion and, accordingly, improves the efficiency of combustion and decreases the amount of incomplete combustion products produced relative to the usual reciprocatory piston internal combustion engine wherein there is a great variation in temperature of the surface of walls ofthe combustion chamber.

FIG. 14 shows a combination of the apparatus 119 and a pumping well 220 as a water pump and discharge system 240.

The system 240 of this invention comprises, in operative combination, well 220, a pump 231 and its pump shaft 232, a discharge line 223, a motor 119.

The well 220 comprises an imperforate vertically elongated hollow cylindrical metal casing extending upwardly from near the bottom of the well 221, which bottom is below the bottom of the water-producing formation 226, to the ground surface 228. A conventional gravel pack fills the annular space between the cylindrical well wall 225 and the outside of the casing. The casing is perforated adjacent the formation 226 by numerous conventional perforations. Within the cylindrical casing, which has a relatively large internal diameter (e.g., l6inches) is a discharge conduit line 223 of substantially smaller diameter (e.g., 6 inches). Discharge conduit line 223 is a vertical string of serially connected hollow cylindrical imperforate sections of tubing or pipe. Discharge conduit 223 terminates at its top in an upper discharge outlet 224 usually above the ground surface 228 and at its bottom has a lower inlet opening 227 below the upper level 229 of the top of water producing formation 226. A vertically elongated annular casing chamber 225, is between the casing and discharge line 223.

A conventional pump assembly 231, located near the bottom ofline 223 comprises a conventional impeller blade housing 233 with impeller blade housing cavity therein, housing the impeller therein. The impeller comprises a plurality of blades firmly yet rotatably supported on and driven by a vertically extending steel drive shaft 232. Pump housing 233 is supported by and attached to the bottom of discharge line 223', shaft 232 is driven by apparatus 119 through a conventional clutch as 210.

An annular discharge line chamber 234 extends within line 223 from pump assembly 231 to discharge outlet 224 along the interior of conduit 223; in operation it is usually filled by water 230. Shaft 232 is operatively connected to and coaxial with the shaft 215; the shaft 215 drives the shaft 232. The usual 2-inch diameter pump shaft 232, usually about 200 to 600 feet long has, in combination with the head of water supported and driven thereby, sufficient elasticity in torsion around its longitudinal axis to damp out vibrations produced in the apparatus 119 and so apply an even torque to the impeller blade in housing 233.

The apparatus 240 operates to pump 900 gallons per minute from a 375 to 400-foot depth and develops over horsepower using natural gas as fuel and drives shaft 232 at 1,750 rpm.

Spherical bearing end 57 may, in the particular embodiments shown, be located in a spherical bearing, 157, in the particular embodiments shown, be located in a spherical bearing, 157, (which may be as shown in Machine Design published by Benjamin L. Hummel, Penton Building, Cleveland, Ohio 44113, Vol. 41 No.29, Dec. 18, 1969, page 227) wherein the end, 57, of arm 52 is rotatable in bearing 157 and the cylindrical exterior of the bearing 157 in turn is longitudinally slidable as well as rotatable in a cylindrical journal or sleeve bearing, as 58, the exterior of which (58) is firmly fixed to pinion 62 along a central longitudinal axis that is a straight line perpendicular to and intersecting the central longitudinal axis of shaft 30. A fluid coupling may be used in place of spring 141 between shafts 179 and 218.

Each of the pinions (also referred to as pinion gears 62-65 are spiral bevel gears (as shown in the drawing) of the same size and shape although their shape and the relative lubrication problem of lubricating such gears (6265) and the ring gears (134 and 129) contacted thereby relative to lubricating the external gears (166 and 169) of such rings (167 and 168) and the spur gears (171 and 172) contacting such external gears (166 and 160 and 169) are similar to hypoid gears (at 62-65 and 134 and 129) and such spur gears. The longitudinal or shaft axis of each of gears 62-65 is at right angles to and intersects the longitudinal axis of shaft 30 and such longitudinal axes of all of gears 62-65 lie in the same flat plane. Each of the rollers as 205 is rotatably supported on an axle as 1305 firmly supported on frame 203; the rollers contact ring 161 on each side of gear 160.

Iclaim:

1. Internal combustion engine comprising a cylindrical piston, an elongated piston shaft with a longitudinal axis and cylinder, said piston fixedly attached to said piston shaft, said piston longitudinally slidably located in said cylinder in direction parallel to said longitudinal axis and rotatable about said axis in said cylinder, a gear train assembly attached to said piston shaft, said gear train assembly comprising a plurality of pinion gears and ring gears, said pinion gears each eccentrically and rotatably mounted on a rigid spider, said spider extending transversely to said piston shaft and the center of which spider is fixed to said piston shaft, and said pinion gears meshing with said ring gears, said pinion gears each rotatable about an axis perpendicular to the longitudinal axis of said piston shaft, and a drive shaft operatively connected to one of said ring gears, said ring gears being coaxial about said longitudinal axis of said shaft and comprising also means for operatively locking said spider relative to said cylinder.

2. Apparatus as in claim 1 comprising also means for holding one of said ring gears against rotation relative to said cylinder.

3. lnternal combustion engine comprising a cylindrical piston, an elongated piston shaft with a longitudinal axis and cylinder, said piston fixedly attached to said piston shaft, said piston longitudinally slidably located in said cylinder in direction parallel to said longitudinal axis and rotatable about said axis in said cylinder, a gear train assembly attached to said piston shaft, said gear train assembly comprising a plurality of pinion gears and ring gears, said pinion gears each eccentrically and rotatably mounted on a rigid spider, said spider extending transversely to said piston shaft and the center of which spider is fixed to said piston shaft, and said pinion gears meshing with said ring gears, said pinion gears each rotatable about an axis perpendicular to the longitudinal axis of said piston shaft, and a drive shaft operatively connected to one of said ring gears, said ring gears being coaxial about said longitudinal axis of said shaft and comprising also means for holding one of said ring gears against rotation relative to said cylinder and comprising also inlet gas manifold means and valve means operatively connecting said cylinder and said manifold and valve control means operatively connected to said valve means, and means responsive to the longitudinal position of said piston shaft and independent of the rotation of said piston shaft, operatively connected to said valve control means.

4. Apparatus as in claim 3 comprising also a resilient spring means and an output shaft coaxial with said drive shaft, said resilient means attached to said drive shaft and to said output shaft.

5. internal combustion engine comprising a cylindrical piston, an elongated piston shaft with a longitudinal axis and cylinder, said piston fixedly attached to said piston shaft, said piston longitudinally slidably located in said cylinder in direction parallel to said longitudinal axis and rotatable about said axis in said cylinder, a gear train assembly attached to said piston shaft, said gear train assembly comprising a plurality of pinion gears and ring gears and a rigid spider, said spider comprising a central body and radially extending arms, said arms each rigidly connected centrally to said body, said pinion gears each eccentrically and rotatably mounted on the radial end of an arm of said spider, the arms of said spider extending transversely to said piston shaft and the body of which spider is firmly attached to said piston shaft, and the body of which spider is firmly attached to said piston shaft and said pinion gears mesh with said ring gears, said pinion gears each rotatable about an axis perpendicular to the longitudinal axis of said piston shaft, and a drive shaft operatively connected to one of said ring gears, said ring gears being coaxial about said lon gitudinal axis of said shaft.

6. Internal combustion engine as in claim 5 comprising a plurality of pistons, each of which is fixed to a piston shaft and one end of said piston shaft is attached to said spider body.

7. Apparatus as in claim 6 comprising also means for holding one of said ring gears against rotation relative to said cylinder.

8. Apparatus as in claim 6 comprising also means for operatively locking said spider relative to said cylinder.

9. Apparatus as in claim 7 comprising also inlet gas manifold means and valve means operatively connecting said cylinder and said manifold and valve control means operatively connected to said valve means, and means responsive to the longitudinal position of said position shaft, and independent of the rotation of said piston shaft, operatively connected to said valve control means.

10. Apparatus as in claim 9 comprising also a resilient spring means and an output shaft coaxial with said drive shaft, said resilient means attached to said drive shaft and to said output shaft. 

1. Internal combustion engine comprising a cylindrical piston, an elongated piston shaft with a longitudinal axis and cylinder, said piston fixedly attached to said piston shaft, said piston longitudinally slidably located in said cylinder in direction parallel to said longitudinal axis and rotatable about said axis in said cylinder, a gear train assembly attached to said piston shaft, said gear train assembly comprising a plurality of pinion gears and ring gears, said pinion gears each eccentrically and rotatably mounted on a rigid spider, said spider extending transversely to said piston shaft and the center of which spider is fixed to said piston shaft, and said pinion gears meshing with said ring gears, said pinion gears each rotatable about an axis perpendicular to the longitudinal axis of said piston shaft, and a drive shaft operatively connected to one of said ring gears, said ring gears being coaxial about said longitudinal axis of said shaft and comprising also means for operatively locking said spider relative to said cylinder.
 2. Apparatus as in claim 1 comprising also means for holding one of said ring gears against rotation relative to said cylinder.
 3. Internal combustion engine comprising a cylindrical piston, an elongated piston shaft with a longitudinal axis and cylinder, said piston fixedly attached to said piston shaft, said piston longitudinally slidably located in said cylinder in direction parallel to said longitudinal axis and rotatable about said axis in said cylinder, a gear train assembly attached to said piston shaft, said gear train assembly comprising a plurality of pinion gears and ring gears, said pinion gears each eccentrically and rotatably mounted on a rigid spider, said spider extending transversely to said piston shaft and the center of which spider is fixed to said piston shaft, and said pinion gears meshing with said ring gears, said pinion gears each rotatable about an axis perpendicular to the longitudinal axis of said piston shaft, and a drive shaft operatively connected to one of said ring gears, said ring gears being coaxial about said longitudinal axis of said shaft and comprising also means for holding one of said ring gears against rotation relative to said cylinder and comprising also inlet gas manifold means and valve means operatively connecting said cylinder and said manifold and valve control means operatively connected to said valve means, and means responsive to the longitudinal position of said piston shaft and independent of the rotation of said piston shaft, operatively connected to said valve control means.
 4. Apparatus as in claim 3 comprising also a resilient spring means and an output shaft coaxial with said drive shaft, said resilient means attached to said drive shaft and to said output shaft.
 5. Internal combustion engine comprising a cylindrical piston, an elongated piston shaft with a longitudinal axis and cylinder, said piston fixedly attached to said piston shaft, said piston longitudinally slidably located in said cylinder in direction parallel to said longitudinal axis and rotatable about said axis in said cylinder, a gear train assembly attached to said piston shaft, said gear train assembly comprising a plurality of pinion gears and ring gears and a rigid spider, said spider comprising a central body and radially extending arms, said arms each rigidly connected centrally to said body, sAid pinion gears each eccentrically and rotatably mounted on the radial end of an arm of said spider, the arms of said spider extending transversely to said piston shaft and the body of which spider is firmly attached to said piston shaft, and the body of which spider is firmly attached to said piston shaft and said pinion gears mesh with said ring gears, said pinion gears each rotatable about an axis perpendicular to the longitudinal axis of said piston shaft, and a drive shaft operatively connected to one of said ring gears, said ring gears being coaxial about said longitudinal axis of said shaft.
 6. Internal combustion engine as in claim 5 comprising a plurality of pistons, each of which is fixed to a piston shaft and one end of said piston shaft is attached to said spider body.
 7. Apparatus as in claim 6 comprising also means for holding one of said ring gears against rotation relative to said cylinder.
 8. Apparatus as in claim 6 comprising also means for operatively locking said spider relative to said cylinder.
 9. Apparatus as in claim 7 comprising also inlet gas manifold means and valve means operatively connecting said cylinder and said manifold and valve control means operatively connected to said valve means, and means responsive to the longitudinal position of said position shaft, and independent of the rotation of said piston shaft, operatively connected to said valve control means.
 10. Apparatus as in claim 9 comprising also a resilient spring means and an output shaft coaxial with said drive shaft, said resilient means attached to said drive shaft and to said output shaft. 